JPS58152647A - Antilock brake with safety device separately installed on front and rear wheels - Google Patents

Abstract

PURPOSE:To achieve a separate safety treatment in case of a trouble by providing a safety device for front and rear wheels to cut off separate operation sources immediately detecting the trouble of antilock controllers for front and rear wheels. CONSTITUTION:Antilock controllers 105 and 205 for front and rear wheels are operated independently of each other. When the antilock controller for the front wheels with a large distribution of the braking force fails controlling the braking force, a operation source 132 is cut off by signals of trouble detectors 108 and 109 on the lead valve side and the discharge valve side composing the front wheel safety device so that the front wheel antilock controller 105 will be inactivated to secure the braking force on the front wheel side. When the antilock controller 205 for rear wheels fails with the braking force controlling function lost, the operation source 132 is cut off by signals of similar rear wheel safety devices 208 and 209 to inactivate the function of the front wheel antilock controller 105 thereby maintaining the operational stability of a vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a front wheel anti-lock control device and a rear wheel anti-lock control device that operate independently of each other, and a problem in which the front wheel anti-lock control device fails while suppressing braking force. Sometimes, the front wheel safety device, which secures braking force on the front wheels by completely disabling the function of the front wheel anti-lock control device, and the rear wheel anti-lock control device fail, with the braking force suppression function lost. In such a case, the vehicle is equipped with a rear wheel safety device that disables the function of the front wheel anti-lock control device to ensure directional stability, thereby ensuring that braking force is always available to the front wheels, which have a relatively large distribution of braking force. The present invention relates to an anti-lock braking device with a front wheel safety device that can maintain the braking performance of a vehicle and maintain the steering stability of the vehicle.

Generally, when an anti-lock control device malfunctions, the function of the anti-lock control device is completely disabled so that the anti-lock braking device operates as a normal braking device without anti-lock control function. It is common to have safety equipment for this purpose.

Therefore, the main purpose of the present invention is to ensure that even if the anti-lock control device fails, the braking force necessary for the braking performance of the vehicle can be always secured, and furthermore, the steering stability of the vehicle can be maintained. The objective is to obtain an anti-lock braking device.

According to the present invention, the front wheel anti-lock control device and the rear wheel anti-lock control device operate independently of each other, and the front wheel anti-lock control device generally applies a relatively large braking force to the front wheels. If a failure occurs while the anti-lock control system is suppressed, the front wheel safety device completely disables the function of the front wheel anti-lock control device to ensure braking force for the front wheels, and generally the distribution of braking force is relatively small. If the rear wheel anti-lock control device for the rear wheels fails without losing its braking force suppression function, the rear wheel safety device disables the front wheel anti-lock control device to protect the vehicle. Maintain steering stability.

An anti-lock braking device is a braking force transmitting device that transmits braking force to apply braking force to the wheels, and when the braking force applied to the wheels by this braking force transmitting device is too large, it can be selected in advance. and an anti-lock control device that acts on the braking force transmission device to suppress the braking force based on the control input factor. Anti-lock control devices usually use a fluid, such as hydraulic oil, as a control pressure transmission medium, and such fluid is introduced into a control pressure acting chamber through a pressure guiding valve, and the control pressure is transmitted through a pressure relief valve. It is discharged from the action chamber. The pressure impulse valve and the exhaust valve are each actuated by an electromagnetic actuator trap, and the electromagnetic actuator for the pressure impulse valve opens the impulse valve when energized and closes the impulse valve when it is not energized, whereas the exhaust valve The electromagnetic actuator closes the exhaust pressure valve when it is energized, and opens the exhaust pressure valve when it is not energized. Therefore, when both the electromagnetic actuator for the pressure guiding valve and the electromagnetic actuator for the exhaust pressure valve are energized, the amount of fluid in the control pressure action chamber continues to increase, and as a result, the braking force decreases regardless of the driver's will. Ru.

In addition, if the electromagnetic actuator for the pressure guiding valve is not energized and only the electromagnetic actuator for the exhaust pressure valve is energized, the fluid in the control pressure action chamber will be in a confined state, and as a result, the braking force will vary depending on the driver's will. remains constant regardless of Furthermore, when both the electromagnetic actuator for the pressure guiding valve and the electromagnetic actuator for the exhaust pressure valve are not energized, the fluid in the control pressure action chamber is in a state where it can be freely discharged, and as a result, the braking force is adjusted according to the driver's will. can be increased.

Each electromagnetic actuator operates according to the output signal of an anti-lock control circuit that generates a control output signal by performing arithmetic processing based on preselected control factors such as vehicle speed, wheel speed increase/decrease, and wheel slip rate. Energization is controlled.

The operation of the safety device in the present invention can be made soft using a microcomputer, but it can also be realized using a hard logic circuit.

Specific examples of circuits that can be used to implement the present invention will be described below.

In the figure, a wheel speed detector 101 for the right front wheel and a wheel speed detector 102 for the left front wheel each detect the circumferential speed of the corresponding front wheel in the form of a pulse signal, and their output signals are sent to a frequency-voltage converter 103, respectively. .104. The output signals of the frequency-voltage converters 103 and 104 are respectively sent to the front wheel anti-lock control circuit 105, which performs calculations based on various control factors as described below. After processing and determination, an output signal for anti-lock control is sent to the front wheel pressure guiding valve actuating device 106 and the front wheel exhaust pressure valve actuating device 107. The front wheel anti-lock control circuit 105, the front wheel pressure guiding valve actuating device 106, and the front wheel exhaust pressure valve actuating device 101 are as follows:
They cooperate with each other to constitute the front wheel anti-lock control device of the present invention.

Next, the front wheel anti-lock control device will be explained in more detail. The front-stage signal processing unit 110 of the front wheel anti-lock control circuit 105 controls preselected types of vehicle speed, wheel increase/deceleration speed, wheel slip rate, etc. based on the wheel speed signals obtained from the wheel speeds of the left and right front wheels. Control factors are calculated, and based on these control factors,
After the determination is made according to preset criteria, the output section 111 outputs a pressure guiding valve intermittent operation signal, and the output section 112 outputs a pressure discontinuous operation signal. At this time, the pressure impulse valve intermittent operation signal sent from the output section 111 is a signal for controlling the control pressure to increase by repeatedly opening and closing the pressure impulse valve intermittently, and is transmitted from the output section 112. Whereas the pressure discontinuous actuation signal is sent to the oscillator 113 only when it is not being delivered, the guided pressure discontinuous actuation signal sent out from the output 112 continuously opens the pressure valve to instantaneously increase the control pressure. This is a signal for controlling the increase in the output signal of the oscillator 113, and is sent to the OR circuit 114 together with the output signal of the oscillator 113.

The output signal of this OR circuit 114 is
Sent to 15.

In addition, the output unit 116 outputs a front wheel side vehicle speed for controlling the control pressure to increase only when the vehicle body speed estimated based on the circumferential speed of the left and right front wheels is equal to or higher than a predetermined speed. A response signal is sent out, and this front wheel speed response signal is sent to a pair of AND circuits 115 and 125.
sent to.

Further, the output section 121 outputs an intermittent operation signal for the exhaust pressure valve, and the output section 122 outputs a continuous operation signal for the exhaust pressure valve. At this time, the exhaust pressure valve intermittent operation signal output from the output section 121 is a signal for controlling the exhaust pressure valve to gradually decrease by repeatedly opening and closing the exhaust pressure valve intermittently, and is output from the output section 122. The oscillator 12 is activated only when the exhaust pressure valve continuous operation signal is not sent out.
On the other hand, the exhaust pressure valve continuous operation signal sent from the output section 122 is a signal for controlling the exhaust pressure valve to continuously close and prevent the control pressure from decreasing. It is sent to the OR circuit 124 together with the output signal. The output signal of this OR circuit 124 is then sent to an AND circuit 125.

The pair of AND circuits 115 and 125 are connected to an output section 21 of a rear wheel anti-lock control circuit 205, which will be described later.
6, that is, a vehicle body speed response signal estimated based on the circumferential speed of the left and right rear wheels, is also received as an input signal.

After the output signal of the AND circuit 115 is inverted, it is sent to the base of the power transistor 133 of the front wheel pressure guiding valve operating device 106 via the output section 131 of the front wheel antilock control circuit 105. The emitter side of the power transistor 133 is connected to the battery power source 132, and the collector side is connected to the pressure induction non-electromagnetic actuator 134 for the front wheel.

After the output signal of the AND circuit 125 is inverted, it is sent to the power transistor pace of the front wheel exhaust pressure valve actuating device 107 via the output section 141 of the front wheel antilock control circuit 105. The circuit configuration of this front wheel exhaust pressure valve actuating device 107 is basically the same as the circuit configuration of the front wheel pressure guiding valve actuating device 106, so illustration thereof will be omitted. However, while the emitter side of the power transistor of the front wheel exhaust pressure valve actuating device 107 is connected to the battery power source 132,
The collector side is connected to the front wheel exhaust valve electromagnetic actuator.

The wheel speed detector 201 for the right rear wheel and the wheel speed detector 202 for the left rear wheel each detect the circumferential speed of the corresponding rear wheel in the form of a pulse signal, and send these output signals to the frequency-voltage converter 203, respectively. , 204. The output signals of the frequency-voltage converters 203 and 204 are respectively sent to the rear wheel anti-lock control circuit 205, which, like the front wheel anti-lock control circuit 105, performs various functions. After performing arithmetic processing and judgment based on the control factors, an output signal for anti-lock control is sent to the rear wheel pressure guiding valve actuating device 206 and the rear wheel exhaust pressure valve actuating device 207. Rear wheel anti-lock control circuit 205
, the rear wheel pressure guiding valve actuating device 206, and the rear wheel exhaust pressure valve actuating device [207] cooperate with each other to constitute the rear wheel anti-lock control device of the present invention.

Next, the rear wheel anti-lock control device will be explained in more detail. The pre-stage signal processing section 210 of the rear wheel anti-lock control circuit 205 selects in advance the vehicle speed, wheel increase/deceleration speed, wheel slip rate, etc. based on the wheel speed signals obtained from the wheel speeds of the left and right rear wheels. After the types of control factors are calculated and judgments are made based on these control factors according to preset criteria,
The output section 211 outputs a pressure guiding valve intermittent operation signal, and the output section 212 outputs a pressure discontinuous operation signal. At this time, the pressure impulse valve intermittent operation signal sent from the output section 211 is a signal for controlling the control pressure to gradually increase by repeatedly opening and closing the pressure impulse valve intermittently, and is transmitted from the output section 212. Whereas the pressure discontinuous actuation signal is sent to the oscillator 213 only when it is not being delivered, the guided pressure discontinuous actuation signal sent from the output 212 continuously opens the pressure valve to instantaneously increase the control pressure. A signal for controlling to increase the
It is sent to the OR circuit 214 together with the output signal of the oscillator 213. The output signal of this OR circuit 214 is then sent to an AND circuit 215.

Further, the output section 221 outputs an intermittent operation signal for the exhaust pressure valve, and the output section 222 outputs a continuous operation signal for the exhaust pressure valve. At this time, the exhaust pressure valve intermittent operation signal sent from the output section 221 is a signal for controlling the exhaust pressure valve to gradually decrease by repeatedly opening and closing the exhaust pressure valve intermittently. Oscillator 22 only when no continuous actuation signal is being sent out.
On the other hand, the exhaust pressure valve continuous operation signal sent from the output section 222 is a signal for controlling the exhaust pressure valve to continuously close it and prevent the control pressure from decreasing. It is sent to the OR circuit 224 together with the output signal. The output signal of this OR circuit 224 is then sent to an AND circuit 225.

Furthermore, the output section 216 outputs a rear wheel speed response signal for controlling the circumferential speed of the left and right rear wheels, and this rear wheel speed response signal is sent to the front wheel anti-lock control circuit 1.
A pair of AND circuits 115 and 125 of 05 and a pair of AND circuits 215 of the rear wheel anti-lock control circuit 205,
225 respectively.

After the output signal of the AND circuit 215 is inverted, it is sent to the power transistor 233 of the rear wheel pressure guiding valve operating device 206 via the output section 231 of the rear wheel antilock control circuit 205. The emitter side of the power transistor 233 is connected to the passive power source 232, and the collector side is connected to the pressure-induced non-electromagnetic actuator 234 for the rear wheel.

Further, the output signal of the AND circuit 225 is inverted, and then
The power transistor 2 of the rear wheel exhaust pressure valve actuating device 207 passes through the output section 235 of the rear wheel antilock control circuit 205.
Sent to 37 bases.

Emitter battery of power transistor 231.

- It is connected to a power source 236, and the collector side is connected to a rear wheel exhaust valve electromagnetic actuator 238.

Next, the front wheel safety device will be explained. This front wheel safety device includes a front wheel pressure expansion side failure detection device 108 that operates using an output signal from the collector side of the power transistor 133 of the front wheel pressure valve actuating device 106 as an input signal, and a front wheel exhaust pressure valve actuating device 107. The front wheel exhaust pressure valve side failure detection device 109 operates using the output signal from the collector side of the power transistor as an input signal, and the output signals of the front wheel compression expansion side failure detection device 108 and the front wheel exhaust pressure valve side failure detection device 109. and an OR circuit 301 that receives the input signal, and a front wheel pressure guiding valve actuating device 106 that operates according to the output signal of this OR circuit 301.
Alternatively, when it is determined that the front wheel anti-lock control device has failed while the braking force continues to be abnormally suppressed in any one of the front wheel exhaust pressure valve actuating devices 107, the front wheel pressure guiding valve actuating device 106 and the front wheel Exhaust pressure valve operating device 1
07, and a safety relay 302 that cuts off the battery power supply 132 that is the operating source of the 07.

The circuit configuration of the front wheel exhaust pressure valve side failure detection device 1090 is basically the same as the circuit configuration of the front wheel compression expansion side failure detection device 108, so illustration thereof is omitted. Therefore, the front wheel compression expansion side failure detection device 108 will be described in more detail below.

When the front wheel induction non-electromagnetic actuator 134 is energized, the one-shot circuit 135 is activated at the same time, and its output signal is inverted and sent to the AND circuit 136.

The output signal of the power transistor 133 is also sent directly to the AND circuit 136, and by the operation of the one-shot circuit 135, the AND circuit 136 is activated in advance after the front wheel induction non-electromagnetic actuator 134 is energized. It does not generate an output signal until the set time has elapsed, and if the power transistor 133 continues to generate an output signal even after the set time has elapsed, the front wheel anti-lock control device suppresses the braking force. It is determined that the failure has occurred, and a signal is sent to the safety relay 302 through the OR circuit 137 and the OR circuit 301, and the battery power supply 132 is
to be cut off.

The output signal of the power transistor 133 is further sent in an inverted state to a ridrigger type one-shot circuit 138 and also directly to an AND circuit 139 . The one-shot circuit 138 includes the power transistor 13
7 of the output signal of 3 (always generates an output signal while the pulse interval is less than or equal to the preset interval, and as a result)
(The AND circuit 139 generates an output signal in accordance with the intermittent output signal of the color transistor 133, and sends the output signal to the counter circuit 140. The color/recircuit circuit 140 counts the number of pulses of the input signal, and When the number reaches a preset value, it is determined that the front wheel anti-lock control device has failed while suppressing the braking force, and sends a signal to the safety relay 302 through the OR circuit 137 and the OR circuit 301. , the battery power source 132 is cut off.

The output signal of the one-shot circuit 138 is inverted and sent to the counter circuit 14G.
If the pulse interval of the output signal of the power transistor 133 exceeds the set interval before the number of pulses counted by the counter circuit 140 reaches the set value, a one-shot circuit 138
As a result, the counter circuit 140 is placed in a reset state and does not generate an output signal, and anti-lock control continues.

Next, the rear wheel safety device will be explained. This rear wheel safety device includes a rear wheel pressure expansion side failure detection device 208 that detects abnormal operation of the rear wheel pressure valve actuation device 206, and a rear wheel pressure expansion side failure detection device 208 that detects abnormal operation of the rear wheel exhaust pressure valve actuation device 201. It operates in response to the output signal of the OR circuit 301 that receives the output signals of the wheel exhaust pressure valve side failure detection device 209, the rear wheel compression expansion side failure detection device 208, and the rear wheel exhaust pressure valve side failure detection device 209. , when it is determined that the rear wheel anti-lock control device has failed in a state where either the rear wheel pressure guiding valve actuating device 206 or the rear wheel exhaust pressure valve actuating device 207 has lost its braking force suppression function; Front wheel pressure valve actuation device 106
and a safety relay 302 that shuts off the battery power supply 132 that is the operating source of the front wheel exhaust pressure valve operating device 107. However, the OR circuit 301 and the safety relay 302 are shared with the front wheel safety device.

The circuit configuration of the rear wheel exhaust pressure valve side failure detection device 209 is basically the same as the circuit configuration of the rear wheel compression expansion side failure detection device 208, so illustration is omitted. Therefore, the rear wheel compression expansion side failure detection device 208 will be described in more detail below.

The output signal of the AND circuit 239, which uses the base voltage and collector voltage of the power transistor 233 as input signals, is sent to the delay circuit 240. If this continues, the delay circuit 240 determines that the power transistor 233 is short-circuited or the rear wheel induction non-electromagnetic actuator 234 is disconnected, and sends an output signal to the one-shot circuit 241. One shot circuit 24
1 generates an output signal for a preset time when a signal is sent from the delay circuit 240.

When the one-shot circuit 241 generates an output signal, the output signal of the oscillator 243 is sent to the pace of the transistor 245 through the AND circuit 244, causing the transistor 245 to conduct intermittently. At this time, the power transistor 233
When the power transistor 233 is short-circuited, the collector voltage of the power transistor 233 is inverted and sent to the AND circuit 242, so the AND circuit 242 does not generate an output signal. However, if the rear wheel induction non-electromagnetic actuator 234 is disconnected, the size of the resistor R1 is made sufficiently smaller than the thickness of the resistor R2 (thereby, the output signal of the oscillator 243 When the power transistor 233 is at a high level, the collector potential of the power transistor 233 is at a low level, and as a result, the AND circuit 242, which receives the inverted signal of the output signal on the collector side of the power transistor 233 as an input signal, performs rear wheel anti-lock control. It is determined that the device has failed in a state where it has lost its braking force suppression function, and the output signal of the one-shot circuit 241 is sent to the safety relay 302 through the OR circuit 301, and the operation source of the front wheel anti-lock control device, such as a battery, is sent. Power supply 1
32 is cut off.

As described above, according to the present invention, the front wheel anti-lock control device and the rear wheel anti-lock control device are provided, and the front wheel safety device and the rear wheel safety device are provided. If the control device or rear wheel anti-lock control device malfunctions, detailed safety measures can be taken individually.

In particular, the front wheel safety device is configured to detect the failure and immediately cut off the operating source of the front wheel antilock control device if the front wheel antilock control device fails while the braking force is being suppressed. Therefore, it is possible to always secure the necessary braking force for the vehicle's braking performance.

In addition, when the rear wheel anti-lock control device fails and loses its braking force suppression function, the rear wheel safety device detects the failure and immediately shuts off the operating source of the front wheel anti-lock control device. Since it is configured to reliably maintain the braking ability on the front wheel side, the steering stability of the vehicle can be maintained at all times.

Further, according to the present invention, there is provided an anti-lock braking device with a front and rear shaft side safety device which can achieve the intended purpose with a simple structure, operates reliably and is highly practical.

[Brief explanation of drawings]

The figure is a circuit diagram of an anti-lock braking device with front and rear axle side safety devices according to an embodiment of the present invention. 105... Front wheel anti-lock control circuit constituting the front wheel anti-lock control device, 106... Front wheel pressure guiding valve actuating device, 107... Front wheel exhaust pressure valve actuating device, 1
08...Front wheel pressure guiding valve side failure detection device constituting the front wheel safety device, 109...Front wheel exhaust pressure valve side detection device,
132...Battery power source constituting the operating source of the front wheel anti-lock control device, 205...Rear wheel anti-lock control circuit constituting the rear wheel anti-lock control device, 2
06... Rear wheel pressure guiding valve actuating device, 207... Rear wheel exhaust pressure valve actuating device, 208 Rear wheel guiding expansion side failure detection device constituting the rear wheel safety device, 209... Rear wheel exhaust pressure valve side detection device, 301... OR circuit shared by the front wheel safety device and the rear wheel safety device, 302...
Patent applicant for the safety relay: Honda Motor Co., Ltd.

Claims (1)

[Scope of Claims] A braking force applying system that applies braking force to the front wheels and rear wheels, and a front wheel anti-lock control device (105) that suppresses the braking force to the front wheels when the braking force to the front wheels is too large. , 106, 107) and a rear wheel anti-lock control device (205, 20) that suppresses the braking force on the rear wheels when the braking force on the rear wheels is too large.
6,207) and the front wheel steering control device (1
05, 106, 107) fails while the braking force is suppressed, the front wheel detects the failure and immediately cuts off the operating source (132) of the front wheel anti-lock control device (105, 106, 107). safety equipment (108,
109, 301° 302) and the rear wheel anti-lock control device (205° 206, 207) fail in a state where the braking force suppression function is lost, the failure is detected and the front wheel anti-lock control device is immediately activated. Equipment (105,10
An anti-lock braking device with a front and rear wheel safety device, which is equipped with a rear wheel safety device-1° (208, 209, 301, 302) that shuts off the operating source (132) of 6, 107).